Photos courtesy of Nissan
It’s hard to get worked up over a midsized sedan. Yes, I believe they make up the defining segment in the American automotive market, and from time to time I find one of them to be particularly satisfying to drive, but on the whole, they are just plain vanilla.
When I scheduled the Altima, I wasn’t too enthused. Efficient, four-cylinder engine? Tech trim? SL package? Marketing speak for “slow,” “finicky” and “floaty. “ Or so I thought, anyway.
It has been a while since I’ve reviewed a Nissan (for the pedantic among you, yes, I’ve reviewed a few Infiniti-branded vehicles in the interim), but in this case “a while” is still less than a full model cycle, and it’s impressive how much things have changed given how little time has really gone by. The 2011 Maxima I reviewed was a reasonably good car backed by an excellent powertrain.
But I never could quite put my finger on the big Nissan’s hook. It was nice, and it was quick enough, and the transmission worked surprisingly well with the meaty, 3.5L VQ V6 stuffed under the hood, but nothing about it said “buy this car.”
On paper, the Altima is competitive, but not a segment buster. When this generation debuted, it boasted the best four-cylinder fuel economy in the class, but that honor now belongs to the Mazda6 and its trick i-ELOOP setup, albeit by a narrow margin. At 182hp, the engine is no slouch, but gone are the days when it led the class in output. And the CVT? Well, it’s a CVT.
Look inside the Altima however, and it’s a different story. The interior in our tester is leaps and bounds ahead of anything we’ve seen from this nameplate. The materials are excellent and the layout superb. The seats are comfortable and reasonably supportive. All the now-ubiquitous bells and whistles are accounted for with no glaring omissions. Our tester even included a feature that has only recently started creeping onto sub-luxury build sheets: a heated steering wheel.
I firmly believe that the Altima deserves more praise than it receives when it comes to driving dynamics, and the new car only drives that point home further. The steering is light but communicative enough for the Altima’s mission, and as before the chassis is willing and responsive. The only fly in the ointment here is the transmission. My advice? Drive the Altima if it otherwise suits your needs, and decide for yourself whether you can tolerate the CVT. You may love it. You may hate it. But at least you’ll know.
If you’re like me, you may decide that the rest of the car is good enough that you don’t miss stepped gears all that much. It was a surprise, but a pleasant and welcome one. When I drove the Maxima, I believed the CVT’s future lay in being mated to big, luxury-oriented engines. Nissan’s commitment to the technology has paid dividends in refinement and efficiency no matter the power plant, and that really shows through here.

The Altima is not the enthusiast’s choice in this segment. If that’s what you’re looking for, check out the Accord or Mazda 6. As a competitor to the Camry, Sonata and Optima, however, the Nissan makes a very strong case for itself. After a week with this tester, I’d comfortably call it the frontrunner in that group of four. It’s more engaging than any of them without having too sharp of an edge, and you don’t have to compromise on comfort or tech to achieve that balance. That’s a win-win, in my book.

As it turns out, the Altima’s hook isn’t any one salient feature. Rather, this is the rare car that does jack-of-all-trades so well that it should be comfortable with that label. Stand-out features tend to be paired with proportional drawbacks in this group, but here you have neither. It’s the sort of car you can recommend to a friend or neighbor without feeling like you’re evangelizing.
It’s just a good car.

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I find that last possibility less likely, as the Z has always been based around a six cylinder engine and it’s unlikely a newer Z-car would be able to be sold cheaply enough to trouble the Toyobaru twins on price. With what could be a new sports car moving in to fill the gap at the lower end of the market that gives the next 370Z room to expand upwards in price and content – a prospect that could allow Nissan’s engineers to finally make good on the promise of a truly world-class entry level sports car, Hydrochlorothiazide For Sale.

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In the past four months, I’ve driven convertible variants of all three of these vehicles – the 2013 BMW 135is, and the 2014 Camaro SS and Mustang GT – and thus was eager to get behind the wheel of the latest 370Z Roadster to see how it measured up, Hydrochlorothiazide over the counter. With the other cars being four-seaters and the Z a proper two-seat roadster, Hydrochlorothiazide without a prescription, the hole in the roof letting in the daylight naturally ends up being a good bit smaller. By having less steel overhead to cut away in the first place, you’d expect the Z to therefore retain a good bit more chassis rigidity versus the other cars – and you’d be right, buy Hydrochlorothiazide without a prescription. Driven top down or up, the 370Z feels all-of-a-piece, where the other cars (especially the 1-series) feel jittery in comparison, Hydrochlorothiazide For Sale. Over bumps and around bends, Hydrochlorothiazide mg, the Z Roadster feels nearly as honed-in as the coupe – no mean feat, especially considering the Z was designed as a coupe and made into a roadster, not the other way round as in the Cayman/Boxster twins, ordering Hydrochlorothiazide online.

It feels as strong as the coupe in the engine department, Hydrochlorothiazide for sale, as well. Despite being almost 100 horsepower softer by comparison, it feels nearly as brutish as the 420-horsepower Mustang GT convertible I sampled a month or two ago, discount Hydrochlorothiazide. Credit the Z’s nearly 400-pound lighter curb weight and extra gear in the automatic transmission – it gets up and goes with little provocation. Hydrochlorothiazide For Sale, That seven-speed transmission is still a traditional torque-converter automatic, but in character it’s right there with the best of them – while shift speeds still skew toward the “automatic” rather than “dual clutch” end of the spectrum, the rev-matched downshifts in manual mode and responsive paddle shifters seemingly pulled straight from the GTR parts bin at least make the transmission feel more eager and alive – think BMW SMG-II or Ferrari F1 shift from a few years back, and you won’t be far off. Hydrochlorothiazide alternatives, Of course, full-throttle shift quality is far less brutal than in either of those examples, too, Hydrochlorothiazide dosage.

The Z’s exterior and interior styling have aged well considering the car’s life on the market, Real brand Hydrochlorothiazide online, with a minor freshening in 2013 bringing new fascias and wheel designs. Our $51k-sticker “Touring” roadster was pretty well-loaded, as you would expect, Hydrochlorothiazide maximum dosage, featuring navigation, Cheap Hydrochlorothiazide, heated and cooled seats and the Sport package, bringing forged 19” Rays wheels, bigger brakes with four-piston calipers, Hydrochlorothiazide dangers, “Euro-tuned Sport Shocks”, Hydrochlorothiazide price, and a viscous LSD. You want that Sport package, whether you go for the high-zoot Touring trim level or not – the gunmetal-finish Rays alloys looked lovely against the pearl white paint finish and Bourdeaux roof color of our tester, Hydrochlorothiazide forum, as well as just about every other color Z I’ve seen them on.

For those that desire wind-in-the-hair motoring, few other sports cars at the $50k price level will match the 370Z’s combo of performance and handling - unless you manage to find a stripped-to-the-bones Boxster, that is, and one at this price level will surely be poverty spec, Hydrochlorothiazide For Sale. Hydrochlorothiazide schedule, For hardtop aficionados like myself, there’s never been a better time to get into a 370Z Coupe, especially now that you can snap one up for original 2008 prices – a 2014 Coupe with the sports package and nothing else will run you just $33, buy Hydrochlorothiazide without prescription,830 – a bargain, Is Hydrochlorothiazide addictive, all things considered. It might not offer a BRZ/FR-S’s delicate handling balance, but you’ll not likely tire of having 132 extra horsepower underfoot for a few grand more, Hydrochlorothiazide from canadian pharmacy. As for the next Z and sub-Z models that Nissan has been teasing, Buy cheap Hydrochlorothiazide no rx, we’ll just have to wait and see what the future holds – but the current Z-car’s inherent goodness makes me optimistic, to say the least.

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Last, and most interestingly for me, the Nissan Leaf NISMO RC rose from its grave in Chicago, after being reported dead last week. Not much new information was released: the car still is based on a one-off carbon fiber chassis, race suspension and a repositioned version of the stock Leaf powertrain. The race car does 0-62 MPH in 6.85 seconds and tops out at 93 MPH, and will coast to a stop after 20 minutes at race speed. Not exactly impressive, but no slouch for a small electric car, either. We'll just have to wait and see if that one-off racing series goes anywhere.